Railway-brake.



No. 670,873. Patented Mar. 26, I91.

A. GREEN. RAILWAY BRAKE.

(Application filed Hat 1, 1901.)

(No Iadal.) 3 Shoots-Sheet m H 2 L a M e t n e t a P N E E R G A 3 7 U 7 6 A N RAILWAY BRAKE.

(Application filed Mar. 1, 1901.)

3 SheetsSheet 2,

(No Model.)

Q. 6. 5% 6.1 JMZ w; norms PEYERS on. Pnotuuwou wan-alum". n. c.

No. 670,873. l v Patented Mar. 26, i901. V

A. GREEN.

RAlLWAY BRAKE.

(Application filed Mar. .1, 1901.) (.l loflodel.) 3 Shee-ts-Shaet 3.

RICE.

ALFRED GREEN, OF ROCHESTER, NEW YORK, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO COMPOUND MAGNET BRAKE COMPANY, OF NEW JERSEY.

RAILWAY-BRAK E.

SPECIFICATION forming part of Letters Patent N0. 670.873, dated March 26, 1901.

Application filed March 1,1901. Serial No. 49,377. (No model.)

To (bl/Z whom, it 71111, concern:

Be it known that I, ALFRED GREEN, a citizen of the United States, residing at Rochester, in the county of Monroe and State of New York, have invented an Improvementin Railway-Brakes, of which the following is a specification.

In some cases an electrically-operated braking mechanism is arranged to be under the to control of the same handle by means of which the brakes are applied by hand in the usual way, with the electrically-0perated mechanism arranged to increase the braking effort applied through the same brake-shoes with the hand-operated mechanism.

In many electrically operated braking mechanisms there is a range of movement over which the electrically-operated mechanism can travel with a comparatively high effi- 2o .ciency, and for any movement outside of that range the efliciency is comparatively low. When no braking effort is to be applied, itis desirable that the brake-shoes be entirely free from the braking-surfaces, and in brak- 2 5 ing mechanism as generally constructed there is considerable lost motion. To take up this lost motion and apply the brake-shoes to the braking-surfaces requires a considerable movement of the operating mechanism with 0 but comparatively little efiort; but from this point on the power necessary to apply the brakes increases with the braking effort. Owing to conditions resulting from wear and from such other changes as are continually 5 taking place in the relations between the parts of the mechanism of each car, the amount of movement of the operating handle necessary to take up all lost motion and to bring the brake-shoes firmly up against the 0 braking-surfaces varies from time to time, so

that the point in the movement of the operating handle where the electrically-applied braking mechanism should begin to secure the most efiicient results varies in a similar way.

The object of my invention, then, is to provide means for varying as desired the point in the movement of the operating-handle at which the electrically-applied braking effort 5o begins and also for varying the range of movement of such operating-handle throughout which such electrically-applied braking effort shall extend and to secure these desired variations by means of mechanism readily adjustable and under the immediate control of the motorman. An especial advantage to be derived from this adjustable feature is noted in cases where the amount of movement of the electrically-operated mechanism is comparatively small in order to secure the most efficient action. This occurs in braking mechanism actuated by a series of magnets and their armatures arranged to contact successively, so that some one or more of the armarures is alwaysin a strong magnetic field, or-in an arrangement where a solenoidcore is arranged to move over a short space in order to secure the most efficient action. By rendering adjustable the point at which the electrically-applied braking mechanism begins by means of mechanism under the control of the motorman each motorman may from time to time adjust almost instantaneously the braking mechanism on his car in a way to secure the most efficient operation of the electrically-applied braking mechanism.

While I have shown in the accompanying drawings my invention as applied to an electrically operated braking mechanism in which a solenoid is used to apply the braking effort between the shoes and the braking-surfaces, I do not, however, limit myself to such a construction, as my invention is equally applicable, as already above indicated, to all braking systems in which it is desired to apply a braking effort by means of an electrically-operated mechanism and to vary the point in the movement of the operating-handle at which the electrically-applied braking effort begins.

The accompanying drawings, illustrating my invention, are as follows: Figure 1 shows, diagrammatically, a pair of wheels and their accompanying brake-shoes, with such brakeshoes under the control of the ordinary brakestaff operated by hand and with connections to such brake-staff and mechanism under the control thereof such that the electrically-0perated braking mechanism cooperates with .cordance with my invention. Fig. Zshows,

the hand-operated braking mechanism and under the control of the same handle in acdiagrammatically, in plan view the parts seen in Fig. 1 with the parts above the dotted line 00 'y of Fig. 1 removed. In Figs. 1 and 2 the relation between the size of the partsis greatly distorted in order to bring into prominence the more essential features of the invention. There is also in these figures, as will be explained, a distortion as to the relative locations of the parts for the same reason. Figs. 3 and 4 show the contact-carrying basej from the top and under sides, respectively, with the contacts so arranged that the several actuating coils of the electrically operated mechanism may be connected up in series with a rheostat which may be gradually cut out, while Figs. 5 and 6 show in views similar to Figs. 3 and 4, respectively, an arrangement of the contacts and connections thereto whereby the several coils of the electricallyoperated mechanism may be connected up in parallel and all in series with a resistance which may be gradually out out after all such coils are cut into circuit. Fig. 7 is a Vertical sectional view of the contact-carrying basej and its supporting-disk Zr. Fig. 8 is an end view of the contact-brush f and the arm e for carrying the same. Figs. 9 and 10 are diagrammatic views of the circuit connections of the two modifications of my apparatus arranged for the connection of the energizingcoils of the electrically-operated mechanisms respectively in. series and in parallel.

Similar characters refer to similar parts throughout the several views.

Referring to the drawings, W represents the wheels of a car, and q the brake-shoes, carried upon the brake-beam 0 arranged to receive the usual support. From the center of this brake-beam 0 there extends a link 0 pivoted at its left-hand end to the lever 0 which in turn is pivoted at p in the block a in such a way as to swing horizontally. To one end of this link 0 there is connected a rod 0, which is secured to a solenoid-core 12, arranged to work Within the solenoid-coil S. There'is also pivoted to this same end of the lever 0 a link 0, at the left-hand end of which there is secured a chain c, the other end of which is secured to and arranged to be wound in the usual way upon the lower end of the brake-staff b, which may receive the usual support and is operated by means of a handle H, as seen at the upper end thereof. Upon this brake-staff b there is secured a gear g, meshing with a gear g, secured upon a shaft cZ, which has a bearing at its upper end in an arm a and at its lower end in an arm a, both of which arms may receive any suitable support. (Not shown. Upon the arm a there is secured a block which, as seen in Fig. 7, forms the bearing for the iron disk 70, to which in turn there is secured the slate base 5', carrying the contacted and i and between them the several contacts 7; '5 11 Z, insulated from each other and from such contacts 11 and 11 These contacts 2' and 1' are separated by an insulating-block, as indicated in Fig. 3. The

shaft cZ carries an arm 2, but insulated therefrom, as indicated, and from which there project downward the brushes f and f. The brush f is arranged to bear upon a continuous contact ring 6 while the brush f is arranged to bear successively upon the contacts 1*, 2' i '5 i, andi as the shaft cZ is rotated over to the left, as seen in Figs. 3 and 2, by a rotation of the handle H in the usual direction for setting the brakes by hand. These severalcontacts it" "Z i i 2' are secured in the usual way to a slate base j, which in turn is secured to the iron disk 70. The contactring i is also secured to this slate base j. Projecting from the iron disk 76 is seen a handle 71, by means of which the same may be ad justed angularly upon the supporting-block Z, rigidly secured to the arm a. Beneath this handle h is seen a bell-crank lever h, articulating with the right-hand end of a bolt m, the left-hand end of which passes through a suitable guide-piece on the under side of the disk and enters the notches formed therefor in theperiphery of the supporting-piece Z. The lever h is pivoted to ears formed on the under side of the handle h and is held in the position shown in the drawings by means of a suitable spring,'as shown. By lifting the lever h at the time of grasping the handle h, so as to draw the bolt m out of engagement with the notches in the supporting-piece Z, the disk 70 may be adjusted angularly so as 'to vary the point in the movement of the arm 6 at which the brush f will contact with the several contacts 2' 1' 2' 2' 71, and

2'. The relation between the gears g and g is such that for a complete rotation of the gear g, or, if desired, for something less than a complete rotation of such gear g, the brakes areset by means of the handle H and the chain 0, arranged to be wound upon the lower end of the brake-staff b. In Figs. 1 and 2 the wheels W are supposed to be the wheels at the right-hand end of the car, as seen from such figures, while the wheels at the lefthand end of the car are omitted. The brakestaff I), handle H, gears g and g, and the series of contacts and their supporting and adjusting mechanism are all supposed to be duplicated at the right-hand end of the car, together with a chain similar to the one a and arranged to be wound upon the brake- .staff at the right-hand end of the car, such chain connected with the link 0, provided therefor. A link 0 is also provided to make connection with a brake-beam similar to the one 0 at the left-hand end of the car in the same way that the link 0 does with the brakebeam 0 shown in the drawings.

Refer now to Figs. 1, 2, 3, t, and 9. B is anysuitable source of electricity having one terminal connected, by means of wire 7, with the series of sections of the solenoid-coil S, of which there may be any desired number. Four are indicated in the drawings. These coils are connected together in series, and from the other terminals of such sections of the solenoid-coil S a wire 5 extends to the rheostat R. From the several sections r r 7*, and r of the rheostat B there extend wires 4, 3, 2, and 1 to the several contacts 1', i i and i", re spectively. The other terminal of the batteryB is connected, by means of wire (3, with contact-ring i No connection whatever is made to the contact fi, as it is used only as a bearingsnrface to support the brush f when not upon any of the other contacts. From the contact '6 connection is made by means of wire 5 directly to the left-hand of the series of sections of the solenoid-coil S, the arrangement being such, as clearly indicated, that when the brush f is upon contact t the solenoid S is not cut into circuit with the source of electric energy B; but when such brush f is npofi contact 1 then the solenoid S is cut into its energizing-circuit in series with the several sections 7", 9", 0' and r of the rheostat R, and that as the brushes fand f are moved over to the left, as seen in Fig. 3, so as to bring the brush f successively upon the contacts 6 i 2', and i, the several sec tions '1', 2", T and r respectively, are cut out out of circuit and in the order named, so that when the brush f is upon contact 1; the solenoid S has impressed thereon the full potential from the source of electric energy B. By adjusting the disk 7.; angularly by means of the handle it in the manner already explained the point in the movement of the handle H at which the solenoid S is cut into its operative circuit may be varied as desired.

In some cases it is desirable that the several sections of the solenoid-coil S should be connected across the terminals of the source of electric energy B in parallel. The arrangement of contacts on the slate base j for producing this result is seen in Figs. 5 and 6, while the circuit connections for this arrangement are clearly indicated in Fig. 10. In this case the source of electric energy E is connected by wire 13 to a continuous contactstrip 2' through the sections 1' and r of the rheostat R and to a contact '6 by wire 12 through only the section 1" of the rheostat R and connected directly to the contact @1 by wire 14.. The several sections .9, .9, s and s of the solenoid S have one of their terminals connected in common by means of wire 15 to the source of electric energy E, while the other terminals of these sections 5, s, 3 and s are connected, respectively by means of wires 11, 10, 9, and 8, to the contacts i i i and i In Fig. 10 only enough of each of the contacts i r i i is indicated to show the circuit connections thereto. All these contacts Each section of the solenoid S as it is cut into circuit is retained in circuit as the movement of the brush-arm a over to the left continues. As seen in Fig. 5, the brushes f f", and f are arranged to bear, respec tively, upon the contacts i 1' i i While the brush f is arranged to bear upon the contacts 1' and 1' and the brush f to bear upon the contact 1' The rotation of the brush-arm e over to the left first, as already described, cuts into circuit the several sections 8382 s s first in series with the sections 1* and r of the rheostat R. Then the further rotation over to the left of this brush-arm 8 results in cutting out first the section 1' and then the section 1" of the rheostat R.

The operation of my braking mechanism is as follows, starting with the several parts in the position indicated in Figs. 1 and 2: A rotation of the handle H, carrying with it the brake-staff 1), serves first to bring the brakeshoes (1 firmly up against the Wheels W in the usual manner, while at the same time the solenoid-core is forced inward by reason of its connection with the lever 0 so as to be well within the range of eflicient operation of the coil S thereon. This action takes place prior to cutting the coil S or any of the sec tions thereof into operative circuit with the source of electric energy B; but when the brush f passes upon the contact 11 (when the arrangement illustrated in Figs. 3 and 4 is employed) the solenoid S is cut into circuit with all the sections of the rheostat R. Afu rther movement of the handle H then serves to cut outthe sections 1' r 1* r successively of the rheostat R, while in that modification shown in Figs.5,6, and 10, in which the several sections of the solenoid-coil S are connected up in parallel when the brushf bears upon the contact 2', the section 5 of the solenoid-coil S is cut into circuit, the further movement of the actuating-handle serving to cut into circuitthe sections 3 s, and s of the solenoid S and then to cut out successively the sections 1' and r of the rheostat R. The point at which the solenoid-coil S or any of the sections thereof are cut into circuit is determined, it will be understood at once, by the angular adjustment of the disk is, carrying the several contacts by means of which the solenoid S is cut into circuit. By rotating the disk is over to the right or over to the left by means of the handle it thereon in the manner already described the point at which this action takes place may be delayed or advanced, as desired, and thereby the apparatus may be adjusted to secure within a moderate range any desired braking etfort by means of the handoperated mechanism before the solenoid S or any of the sections thereof is cut into circuit and the braking efiort from the electricallyoperated mechanism is applied. By this means I am enabled to take up any amount of lost motion and provide for Wear in the operating parts of the braking mechanism to which my invention is applied, as well as to secure thecutting in of the electrically-operated mechanism at any desired point in the movement of the handle H.

What I claim is- 1. In abraking system, in combination with an operating-handle, and means whereby the movement thereof applies a braking effort by means of electrically-operated mechanism, means for varying, as desired, the'point in the movement of such handle at which the braking effort from such electrically-operated mechanism begins.

2. In abraking system, in combination with an operating-handle, and means wherebythe movement thereof applies a braking effort by means of electrically-operated mechanism, means for varying, as desired, the point in the movement of such handle at which the braking effort from such electrically-operated mechanism reaches its maximum.

3. In a braking system, in combination with an operating-handle, and means whereby the movement thereof applies a braking effort by means of electrically-operated mechanism, means for varying, as desired, the extent of the movement of such handle throughout which the braking effort from such electrically-operated mechanism is applied.

4:. In a braking system, in combination with an operating-handle arranged to apply a braking effort through a hand-operated mechanism, and also arranged to apply a braking effort by means of electrically-operated mechanism during a portion of the movement of such handle, means for varying, as desired, the point in the movement of such handle at which the braking effort from such electrically-operated mechanism begins.

the point in the movement of such handle at which the braking effort from such electrically-operated mechanism reaches its maximum.

6. In a braking system, in combination with an operating-handle arranged to apply a braking effort through a hand-operated mechanism, and also arranged to apply a braking effort by means of electrically-operated mechanism during a portion of the movement of such handle, means for varying, as desired, the extent of the movement of such handle throughout which the braking effort from such electrically-operated mechanism is applied.

7. In a braking system in combination with an operating-handle by means of which a braking eifort is applied by means of handoperated mechanism, and by means of which also a braking effort is applied by means of electrically-operated mechanism, means for varying, as desired, the relation between the length of time during which the braking effort is applied by means of such electricallyoperated mechanism and the length of time during which the braking effort is applied by means of such hand-operated mechanism.

ALFRED GREEN.

Witnesses:

T. J. NIcHoLL, LE GRAND BROWN. 

